Torque responsive clutch



1949- HE. CARNAGUA ETAL 2,459,361

TORQUE RESPDNSIVE CLUTCH H. CARNAGUA ETAL TORQUE RESPONSIVE CLUTCH Jan.18,1949.

Filed June 26, 1943 5 Sheets-Sheet 3 Jan. 18, 1949. H. E. CAR NAGUA ETAL2,459,361

TORQUE RESPQNSIVE CLUTCH 5 Sheets-Sheet 4 Filed June 26, 1943 yguay'Jan. 18, 1949. H. E. CARNAGUA ETAL 6 TORQUE RESPONSIVE CLUTCH Filed June26, 1943 5 Sheets-Sheet 5 I76 25/ 132 24] 1 m w 36 .119? J2: Ja Z6:

i-jze Patented Jan. 18, 1949 UNITED STATES PATENT FFICE TORQUERESPONSIVE cLU'rcn Harold E. Carnagua and Cliilord L. Swift, Muncie,

Ind., assignorl to Borg-W arner Corporation,

Chicago, 11]., a corporation of Illinois Application June 28, 1943,Serial No. 492,378

.10 Claims. (Cl. 192-48) 1 This invention relates to coupling devicesand has as its general object to provide a positive coupling deviceadapted to be employed, in conemployed in present day automobilesemploys an integral, axially shiftable positive clutch member which isadapted to be selectively coupled to 2- position of the two positionsestablished by the shiftable clutch member, and remote from the higherspeed position, wherein the torque responsive mechanism is in the lineof drive so .as to be subject to torque action only when the shiftableclutch member is in or between one of two driving positions establishedthereby, and

I wherein means is provided for maintaining overeither of two drivingmembers that are constantly geared together for rotation at difl'erentspeeds. The driving ratios thus established are adjacent to each other,for example, second speed and direct drive. In addition to its twodriving positions, the clutch member has a neutral or nondrivingposition in which it is unclutched from both of the driving members.Manual shifting mechanism is linked directly to the shiftable clutchmember for shifting it to either of its driving positions or to itsneutral position. The present invention contemplates an arrangementwherein a single clutch member, having two driving positions and aneutral position, is adapted for torque responsive shifting between thedriving positions and for manual shifting from the neutral position toone of the torque responsive positions, the manual shifting beingeffected by direotly coupled operator controlled shifting mechanismwhich is adapted for free movement with the clutch member in the torqueresponsive shifting thereof.

A further object of the invention is to provide a clutch mechanism inwhich, in addition to the foregoing characteristics, the shiftableclutch member is not torque responsive in the neutral position i. e.wherein the shift between the neutral position and the driving positionis not affected by the torque responsive mechanism. Another object is toprovide a clutch mechanism adapted, in a transmission of the typeindicated, to effect a shift between two adjacent drive ratios withoutpassing through a neutral position or otherwise breaking the drivingconnection between the engine and the driven shaft. The inventionfurther aims to provide a clutch mechanism wherein the shift fromneutral to the lower speed position of the two driving positionsestablished by the shiftable clutch member may be made without passingthrough another drive position. To the attainment of these severalobjects,

the invention provides an arrangement wherein the neutral position isadjacent the lower speed running drive connections between the drivingand driven members during the shifting movement of the clutch memberbetween the two driving positions.

Another object of the invention is to provide a clutch mechanism whereinthe means for maintaining the drive connections also functions tosynchronize the shiftable clutch member to whichever coacting drivemember it is approaching.

A further object of the invention is to provide a clutch mechanismwhich, in addition to the feature set forth above,'embodies means forlooking out the shiftable clutch member in the higher speed position sothat the control mechanism (such as the engine throttle control) whichis employed for controlling the torque responsive shift, may bemanipulated within normal driving limits without reacting on the torqueresponsive mechanism, and wherein, by manipulating the control outsideof the normal driving range (as by moving the throttle beyond full openposition) the operator may restore the torque responsive action fordown-shifting from the higher to the lower ratio position.

These and other objects and features Of this invention will becomeapparent from the following specification when taken together with theaccompanying drawings in which:

Fig. 1 is an axial sectional view of a clutch mechanism embodying theinvention, shown in the neutral position;

. Fig. 2 is a schematic representation of the clutch mechanism in thetransition to the second speed ratio position;

s Fig. 3 is a similar view showing the clutch locked in the second speedposition;

Fig, 4 is a similar view showing the clutch in an early stage of thetorque responsive shift between the second speed and direct drivepositions;

Fig. 5 is a similar view showin the clutch in a later state of thetorque responsive shift between second speed and direct drive;

Fig. 6 is a similar view showing the clutch in a still later stage of ashift from second speed to direct drive position;

'3 Fig. '1 is a similar view showing locked in the direct driveposition;

Fig. 8 is a similar view showing the clutch in the beginning of thedown-shift from direct drive to second speed; s

Fig. 9 is a similar view showing the clutch in a later stage of thedown-shift;

Fig. 10 is a transverse sectional view taken on the line, |6-lll of Fig.1 of the direct drive synchronizer, shownin an overrunning position;

Fig. 11 is a transverse sectional view taken on the line ll-ll of Fig,1, showing the second speed synchronizer in an overrunning position;

Fig. 12 is a transverse sectional view showing the direct'drivesynchronizer in the direct drive position;

Fig. 13 is a transverse sectional view of the second speed synchronizershown in the second speed drive position;

Fig. 14 is an axial sectional view of a clutch mechanism embodying amodified form of the invention, shown in the neutral position;

'Fig. 15 is a similar view of the clutch mechanism shown in the secondspeed position; 4

- Fig. 16 is a transverse sectional view taken on the line l6l 6 of Fig.14, showing the direct drive synchronizer in synchronizing position;

Fig. 17 is a transverse sectional view taken on the line lll'| of Fig.19, showing the second speedsynchronizer in an overrunning position;

Fig. 18 is an axial sectional view of the clutch mechanism in the directdrive position; and

Fig. 19 is a similar view of the clutch mechanism in the beginning stageof the down-shift the clutch from the direct drive to the second speedposi-- tion.

As an example of one form in which the invention may be embodied, wehave shown in Figs. 1 to 13 inclusive a Jaw clutch or coupling deviceadapted for use in a conventional countershaft constant mesh gearingarrangement in which a direct drive coupling member ID is gearedto areduced ratio drive coupling member I2 through when it is being drivenforwardly by the driving their respective drive members I0 and I2 byrea. countershaft l4 (shown schematically) having a gear "5 meshing witha gear [6 on the driving member ID and a gear 20 meshing with the gear22 on the second speed member l2. A driven shaft 24, on which the secondspeed drive member I2 is rotatably mounted, is adapted to be selectivelyclutched to the direct drive member ID (or to the second speed drivemember l2) by 7 means of a shlftable jaw clutch sleeve or couplingmember 26. The clutch member 26 has a driving connection with the drivenshaft 24 through ,a hub H which is splined to the shaft 24 as at l3. andis confined against axial movement by.the end of the driving member l2and a snap ring I'l mounted in the shaft 24. The clutch member 26 isprovided at its respective ends with internal clutch teeth 28 and 32adaptedto mesh with clutch teeth 30 on the direct drive member ID orwith-clutch teeth 34 on the second speed member l2 in order to establishdirect drive or' second speed ratio respectively.

Torque responsive shift of the clutch member 26 (indicated in thevarious views by arrows labeled T") is effected by a helically splinedconnection l5 between the hub H and the clutch member 26, and thissplined connection l5 thus constitutes a torque responsive shiftingmeans. The direction of the splines are such that the clutch member 26will shift toward the direct drive member l0 when a decelerating load istransmitted to it from the driving members while the hub ii is beingdriven forwardly under a members."

The drive teeth 30 and 34 are connected to duced diameter necks 31 and36 respectively, the neck 36 being adapted to bridge the teeth 82 of theshiftable clutch member 26 when the latter is in the neutral position.The teeth 32 are spaced from the body of the clutch member 26 by anannular channel 40 which receives the clutch teeth 34 in the neutralposition. For synchronizing the shiftable clutch member 26 with thedrive member toward which it is being shifted, and for maintainingpotential driving connections between the driving members and theshiftable clutch member during the shift, we provide syn chronizer-s 38and 42, each comprising a syn chronizer ring 66 mounted in an annularchannel defined between an end surface of the clutch member 26 and awasher 45 abutted against a snap ring 46 mounted in the clutch member26.

Each synchronizer ring 44 is formed with a plurality of inwardlyextending teeth 46 alignable with the clutch teeth 32 and 28respectively. The clutch member 26 is provided at each end with a set ofinternal ratchet teeth 6|. Ratchet rollers 52 are normally received inpockets 63 inv the synchronizer ring and adapted to be cammed outwardlythereby into engagement "with the ratchet teeth 6|. When a ratchet isthus engaged, its teeth 46 will be aligned with the teeth 32 (or 28),permitting the clutch member 26 to be shifted freely into mesh with theteeth 34 (or 36). 1

For locking the clutch member 26 in its drive positions, we provide apair of series of circumferentially spaced locking bolts 66 and 65radially slidable in radial bores 66 in the clutch member 26 and adaptedto engage in an annular groove 68 inthe periphery of the hub ii. Thebolts 64 and 55 are controlled'by a locking collar 62 which has aninternal 'annular .groove 64 adapted to receive the bolts 56 and aninternal' annular groove 14 adapted to receive both series of bolts 56and 55 simultaneously, in order to permit the bolts to disengage fromthe groove 68. The grooves 64 and 14 are separated by a land 68 which,when aligned with one series of bolts. functions to hold the same in thegroove 68 so as to lock the clutch member 26 against axial shiftingmovement.

The clutch member 26 is locked in the second speed position by the bolts64 and in the direct drive position by the bolts 55, as shown in Figs. 3and 7 respectively.

The locking collar 62 is urged by balanced spring pressure (indicated inthe variousviews by arrows labeled Sp.) toward a fixed central positionindicated by the broken line 10, and is adapted to be shifted to eitherside of this position (as indicated by arrows labeled Op.) by operatorcontrolled means such as the shift yoke 72, connected to a lever 66 andengaging in a channel 11 in the locking collar 62. The inventioncontemplates the operation of the yoke 12 by the engine throttle controlor accelerator pedal 18 in such a manner that movement of theaccelerator pedal to or beyond fully closed throttle position willresult in shifting the collar 62 to the right of its centered positionand movement of the accelerator pedal 18 to or beyond fully open.throttl-e position will result in movement of the viewed in thedrawings. Any suitable linkage for accomplishing this result may beemployed. for example, the rod 19, bell crank lever 80, coil spring 84and rod 82, the latter having a lost motion connection, indicated at 85,with the lever 56, which will permit a normal range of acceleratoroperation in which accelerator movement is not transmitted to thelocking collar Q52. 1

Any suitable means for yieldingly urging the collar 62 toward a centeredposition may be em ployed, for example, a pair of springs 84!- and 8tacting in opposite directions on the lever 5d and balancing eachother.The springs as and 85 are anchored to some fixed member in order thatthe centered position of the collar 32 may be a fixed one. The spring.8! is sumciently heavy to dominate the spring 36, but in turn isdominated by the conventional retractor spring of the pedal iii. Theparts are so arranged that when the collar 62 is locked to the clutchsleeve 28 in its centered position it, and the pedal i3 is in its fullyretracted position shown in full lines in Fig. 1, the spring ti will betensioned just sufficiently to move the collar 8'2 substantially to itsposition shown in Fig. 4 when the collar is unlocked.

For manual shifting of the clutch member 26 from its neutral position toits second speed position, we provide a channel it in the clutch member25, adapted to receive a shift yoke til. The yoke of; constitutesoperator controlled means for shifting the clutch member 28 betweenthese two positions and may be connected to suitable operator energizedmeans for moving the yoke which may be of a conventional type.

The operation of the clutch mechanism may best be explained by startingwith the neutral position shown in 1 and proceeding through the variousstages of shifting movement shown in the ensuing schematic views.

In the neutral position, the locking bolts 56 and are both disengagedfrom the groove 58 and received in the internal groove i i oi the collar62, the latter being in its centered position.

The collar 62 is locked to the clutch member't l by the bolts 5% and 55,and the lever $6 is thereby fixed in its centered position as shown. In

the fully retracted position of the accelerator pedal, shown in fulllines, the spring 3i will be under tension. In the shift from neutral tosecond speed, the yoke til is shifted manually to the left as viewed inthe drawings, meshing the clutch teeth 32 with the second speed driveteeth to. Being locked to the clutch member 25, the collar 52 will beshifted therewith against the pull of the springs 88 and ti until itreaches about the position shown in Fig. 2, whereupon the bolts 53,which now register with the groove 58 in the hub M, will be cammedinwardly by the collar 62 tending to move toward the right under thespring tension as indicated in Fig. 2, and as soon as the bolts havethusbeen moved inwardly, the collar 52 will shift to the right. Uponmoving the accelerator pedal 78 to the initial throttle opening positionindicated by the upper broken line in Fig. 1, the collar 62 will thenassume its centered position in which the land 88 engages the bolts 5%to lock them in the groove 58 as shown in Fig. 3. Thus the clutch member26 is locked in the second speed drive position.

The shift fork 60 is left free to shift with the sleeve 26 in the torqueresponsive shifting thereof.

In the shift from the second speed position to the direct driveposition, the accelerator pedal 18 is allowed to move to its fullyretracted position.

This movement is transmitted through the lever 66 to shift the collar 62to the position (shown in Fig. i) in which the bolts 58 are registeredwith the internal groove 64 of the collar so that they may moveoutwardly under centrifugal force to release their locking engagement inthe groove 58, while the bolts 55 are still accommodated in the internalgroove it. The pedal i8 is then moved to the initial throttle openingposition in order to provide slack in the connection 85 sufilcient topermit the collar 62 to return to the centered position and the clutchsleeve 28 to shift to the left. The closing of the throttle imposes adeceleration load on the driving members iii and 112, which istransmitted to the clutch member 26 through the second speed'drive teeth86 and the clutch teeth 82. The forward coast torque which will thus beestablished in the driven shaft 24 will react through the hlicallysplined connection it against the deceleration load on the clutch member26 so as to move the latter to the left toward the direct drive positionuntil the clutch teeth 32 are disengaged from the clutch teeth so, thesecond speed synchronlzer teeth to are meshed with the clutch teeth 3d,and the direct drive synchrohizer teeth fit are meshed with the directdrive teeth to, as shown in Fig. 5.

Immediately upon engagement of the direct drive synchronizer teeth dowith the teeth 33d, the direct drive synchronlzer will commence tooverrun as shown in Fig. 10, the teeth at of the.

slower moving clutch member 28 being overrun by the synchronizer ring t6which is clutched to the faster rotating direct drive member it, as

indicated by the arrow a in Fig. 10. As soon as the second speed clutchteeth :32 and 3d are completely disconnected, the deceleration load onthe second speed drive member l2 will cause the latter to commence tolag behind the driven shaft 2d and clutch member 28, whereupon, asindicated in Fig. 11, the ratchet teeth 5i of the clutch speed drivemember 92.

member 26 will overrun the second speed synchronizer ring dd which isclutched to the second While both synchronlzers are overrunning, thetorque reaction will be interrupted and the clutch member 25 will pausein its axial movement. However, potential driving connections aremaintained through the respective synchronizers, and as soon as thespeed of the direct drive member it has decelerated to that of theclutch member 28, and the latter commences to rotate ahead of the drivemember it, the rollers 52 of the direct drive synchronizer 32 will becammed outwardly'by the carnming pockets 53 into positive engagementwith the ratchet teeth 55, aligning the direct drive synchronizer teeth36 with the direct drive clutch teeth 28, restoring the torque reactionin the helically splined connection it, and thereby continuing themovement of the clutch member 2t to the left until the teeth til and 28are fully meshed as shown in Fig. 6.

camming action of the collar 62 under the pull of spring 86, and as soonas the bolts are thus fully engaged the collar 62 will return to itscentered position in which the land 68 engages the outer ends of thebolts 55 and locks the bolts in the groove 56 so as to lockthe'clut'ch-member 26 in the, direct drive position as shown in Fig. 7.

Down-shifting from the direct drive to the second speed position iseffected by moving the accelerator pedal I8 beyond full open throttleposition, such movement being transmitted through the linkage 80, BI,82, 85, I2 to the collar 62 to move the latter to the left of itscentered position as shown in Fig. 8. Simultaneously, under theacceleratoropening movement, an accelerating forward torque will beestablished on the driving members I and I2 which, transmitted throughthe direct drive clutch teeth 60 and 26 tothe clutch member 26, willreact in the helically splined connection I5 against the load on thedriven shaft 24 to bias the clutch member 26 towardthe secondspeedposition, tending to force the bolts 55 outof the groove 56 asindicated in Fig. 8. The accelerator pedal will then be retracted to thefull open throttle position, permitting the collar 62 to move to theright with the clutch member 26 to which it is now latched. The clutchmember 26 will shift to the intermediate ratchetlng position of Fig. 5,will then pause, with both synchronizers overrunninr, while the speed ofthe drive member I2 is accelerated to that of the clutch member 26,where-' upon the second speed synchronizer will positively engage asshown in Fig. 13, the teeth 63 thereof will be aligned withthe secondspeed clutch teeth 32, transmission of torque through the synchronizerfrom the direct drive member I2 to the clutch member 26 willbeestablished, restoring thetorque reaction, and the clutch member 26will then shift to the second speed drive position shown in Fig. 9, inwhich the teeth 32 and 34 are fully meshed.

In the second stage of torque reactive shift, thrust will be transmittedfrom the clutch member 26 to the locking collar 62 through the bolt 64.moving the collar 62 to the right of its centered position andtensioning spring 64, as shown in Fig. 9. As the bolts 54 register withthe groove 56 at the end of the torque responsive shift, they vwill beforced into the groove 56 by the springurged return of .the collar 62 toits centered position.

In the form of the invention shown in Figs. 14

to 19 inclusive, the clutch sleeve 24c is splined upon a hub He byhelical splines I6e. The helical splines like those in the otherembodiment of the invention constitute a torque responsive shiftingmeans. The sleeve is locked in either of its drive .positions by lock-1nmechanism comprising locking elements I54 adapted to engage in either-oftwo grooves I58 and I56 in the periphery of the hub He, and a lockingcollar I62 adapted to engage the locking element I64 and hold it inengagement with a respective groove I56- or I59. .Yielding means in theform of coil springs I64 are compressed between a washer I66 .and thecollar I62, being seated in bores I 63 in the latter. The washer I65 isabutted against a snap ring I66 seated in the sleeve 24c. The coilsprings I64 urge the collar I62 toward its locking position. An operatorcontrolled shift fork I12 is adapted to engage the collar I62 to move itto the unlocking position wherein a recess I14 in the collar I62registers with thelocking element I54 .and permits the latter to moveout of the recess IE6 or I56. An operator controlled shift fork I60,operating in an annular channel I16 vin the sleeve 24a, is employed formanually shifting the sleeve from neutral position, shown in Fig. 14,

(III

by thesecond speed drive member He on the l0" I66, whereby the clutchteeth I3g2 may imme-- opposite side of the teeth I64 from the channeldiately engage the teeth I34 in the shift from neutral to second speed.

The direct drive synchronizing ratchet I42 is carried by the directdrive member I6e. Each of the synchronizing ratchets I36 and I42comprise a ratchet ring I62 mounted in an annular channel I94 in therespective driving member and retained therein by a snap ring I66. Eachratchet ring I62 is provided with peripheral clutch teeth I 06 adaptedto be aligned with the adjacent clutch teeth I64 and I66 rwpectlvely ofthe driving members, and internal ratchet teeth IIO adapted to beengaged by paWls H2 mounted in recesses I I4 in the respective drivingmembers, communicating with the channels I66. The pawls II2 are urgedoutwardly by compression springs II6 mounted in the respective drivingmembers. i

The hub lie is slidabiy mounted on the driven shaft 26c through themedium of a straight axially extending splined connection II8. Poppetballs I26, mounted in bores I22 in the driven shaft 26e are urgedoutwardly by springs I24 into engagement with one of two grooves I26 andI26 in the hub member He, thus determining two axially spaced positionsof the hub member He.

and the left hand position of the hub, determined by engagement of theballs I20 in the groove I26,

is maintained while the sleeve 26c is in either of the driving positionsand during shifting between those positions.

The shift sleeve 24c is moved from the neutral to the second speedposition by means of the fork I60, which is thereafter left free to movewiththe clutch sleeve 24c in the torque reaction shifting of the latterbetween the two drive positions.

The intermediate region of the clutch member- 242 is sufliciently thickto dispose the splined connection I5e radially inwardly of the clutchteeth I32 and 26I in order that the latter teeth may clear the splinedconnection in the neutral position of the clutch. As the result of thethickness of the intermediate region of the sleeve 246. the lockingelements I64 are bean-shaped.

The helically splined connection I5e is rendered inoperative by lockingthe jaw member e to the hub Ile directly across the splined connection,by the engagement of the locking elements I64 in either the recesses Ior the recesses I66 of the hub IIe.

In the operation of the clutch shown in Figs.

14 to 19 the shift from neutral to second speed position is efiected bymoving the shift sleeve 24c manually to the left by means of the forkI60. The sleeve 24e is locked to the hub He by the locking element I64and locking collar I62, and the hub He will be moved with the,

sleeve 24e durin the torque responsive shifting thereof.

The shift from second speed to direct drive is effected by moving thelocking collar I 82 to the left against the compression of the springsI64, and simultaneously decelerating the driving member I2e. Themovement of the collar I62 to the left is continued until the recess I14therein registers with the locking element I54 whereupon thedecelerating torque of the driving member I 2e, transmitted through theteeth I32 and I34 and reacting in the splined connection I5e, will urgethe sleeve 24!: toward the left, forcing the locking elements I 54 outof the recesses I58 of the hub lie and into the recesses I14, andfreeing the sleeve 24s for movement to the left. The sleeve 24c willthen shift to the left, disengaging the teeth I32 from the second speeddrive clutch teeth I34 and engaging them with the clutch teeth I06 ofthe ratchet I38 while the clutch teeth 28I mesh with the teeth I08 ofthe ratchet I42. The clutch sleeve 24e will then pause, bothsynchronizers ratcheting while the driving member Ifle decelerates tothe speed of the driven member, whereupon the ratchet I42 will establisha drive from the drive member Iile to the clutch sleeve 24c,reestablishing the torque reaction and causing the teeth 28I to moveinto full clutching engagement with the teeth I30, said teeth havingbeen lined up by the ratchet I42. When this position is reached, thelocking elements I54 will register with the recess I59 in the hub lie,and as soon as the pressure of the shift member I12 on the lockingcollar I62 is released, the sprin I34 will shift the collar I62 to theright, forcing'the locking element 154 out of the recess I14 and intothe recess I53, thus again locking the sleeve 24a to thehub He, and

rendering the helically splined connection inoperative.

The downshift from direct drive to second speed is effected by againshifting the locking collar I62 to the left to unlock the jaw member24:? from the hub He, and simultaneously accelerating or maintainingdriving torque on the drive members I tie and I2e, whereupon the clutchmember 24c will shift to the right in a manner that is believed to beobvious from the foregoing description, and when full clutchingengagement of the teeth I32 and I34 is reestablished, the looking collarI62 will again be permitted to shift back to the right under thepressure of the spring I64. again locking the sleeve 246 to the hub He.

It will now be apparent that in both theupshift and the downshlftbetween second and direct drive, the locking collar I 62 is forciblymoved to the left and held there long enough to permit the torqueresponsive shift to take place, and then permitted to return to itslocking position. It will also be apparent that this movement of thelocking collar may be readily coordinated with the movement of thethrottle by suitable linkage between the throttle and the shift forkI12, so that the lock release may beaccomplished at either extremity ofthrottle movement. The shift fork I60, on the other hand, may be-movedunder independent manual control,, as in the other form of theinvention.

While we have described our invention in connection with specificembodiments thereof it is to be understood that this is by way ofillustration and not by way of limitation and the scope of our inventionis defined solely by the appended claims which should be construed asbroadly as j the prior art will permit.

We claim:

1. In a coupling device, a pair of coupling members, one rotatablerelative to the other, adapted for positive coupling connection witheach other, at least one of said coupling members being shiftable toeffect said connection, torque responsive means for shifting saidshiftable coupling member into and out of said connection in response totorque transmitted therethrough in opposite directions, and operatorcontrolled shift means connected with said shiftable couplin member formoving the same from a non-torque responsive position to a position fromwhich said shiftable coupling member may shift torque responsively, saidshift means being adapted for free movement with said shiftable couplingmember during torque responsive shifting thereof.

2. In a coupling device, in combination with a pair of members, onerotatable relative to the other, a coupling member adapted for positivecoupling connection with one of said members and having a drivingconnection with the other member permitting it to shift axially toestablish said coupling connection, means carried by said couplingmember and adapted to lock the same in said coupling connection, andmeans connected directly to said coupling member for shifting the sameand with it said locking means.

3. A coupling device as defined in claim 1, including means for lockingthe shiftable coupling member in its coupling position.

4. A coupling device as defined in claim 1, in-

cluding means carried by the shiftable coupling member and adapted tolock the same in its coupling position, means acting between thecoupling member and said locking means and biasing the latter toward itslocking position, and operator controlled means for moving said lockingmeans to an unlocking position wherein said shiftable coupling member isreleased for uncoupling movement.

5. In a jaw clutch, in combination with a pair of coaxial rotatablemembers to be coupled, a Jaw clutch sleeve having a torque responsiveconnection with one of said members adapted to shift it axially intopositive coupling engagement with the other member, a radially shiftablelocking element, a locking collar encircling said Jaw clutch sleeve andadapted to engage said locking element and to maintain the same in aposition wherein it locks said jaw clutch sleeve in said couplingengagement, yielding means acting between said collar and said jawclutch sleeve and constantly biasing said collar toward its lockingposition, operator controlled means for shifting said locking collaragainst the resistance of said yielding means to an unlocking positionwherein it permits said locking element to shift radially to releasesaid .i aw clutch sleeve for shifting movement, and operator controlledmeans coupled directly to said jaw clutch sleeve and adapted forshifting the latter from a non-torque responsive position to a positionfrom which it may move torque responsively, said last means beingadapted to be freed for movementwith said clutch sleeve in the torqueresponsive movement of the latter.

6. In a positive coupling, in combination with a pair of members, onerotatable relative to the other, and a third member, rotatable relativeto said pair of members, coupling means adapted for positive couplingconnection with either member of said pair of members and having atorque responsive driving connection with said third member adapted,under torque transmitted therethrough in opposite directions, to movesaid coupling means respectively into and out of coupling connectionwith one member of said pair of members, manually releasable means forlocking said coupling means in said coupling connection, and operatorcontrolled means coupled directly to said coupling means and adapted forfree movement therewith in the torque responsive shifting thereof, saidlast means being adapted for movin said coupling means from a non-torqueresponsive position to a position from which it may move torqueresponsively.

'7. In a synchronizing clutch, in combination with three coaxialrotatable torque transmitting members, including a pair of drivingmembers rotatabl relative to each other and each having a set of clutchteeth. means for selectively coupling either of said driving members tothe third of said members constituting the driven member, said meanscomprising a clutch member having teeth adapted to be coupledselectively to either of said sets of clutch teeth, means drivinglyconnecting said clutch member to said driven member and adapted, undertorque transmitted therethrough in one direction, to move said clutchmember into couple with one of said sets of teeth and in response totorque transmitted therethrough in the other direction to move theclutch member into couple with the other set of teeth, a pair of sets ofratchet pawls, each set being adapted to be placed in operative registrywith a set of clutch teeth toward which said clutch element is beingmoved torque responsively as the clutch element disengages the other setof clutch teeth and, upon a reversal of the direction of relativerotation between the driven member and saiddriving member toward whichthe clutch element is moving, to engage said set of clutch teeth withwhich it is registered, to arrest said relative rotation, to positionthe teeth of said clutch element for coupling with the adjacent set ofclutch teeth,

and to restore the transmission of torque through said connecting meansfor moving said clutch element into coupling engagement with saidadjacent set of clutch teeth, means for automatically locking saidclutchelement in one of its coupling poadapted for free movementtherewith in the torque responsive shifting thereof.

8. In a positive coupling, in combination with a pair of members, onerotatablerelative to the other, and a third member, rotatable relativeto said pair of members, a coupling'member adapted for positive couplingconnection with either member of said pair of members and having atorque responsive driving connection with said third member adapted,under torque transmitted therethrough in opposite directions, to movesaid coupling member into coupling connection with the respectivemembers of said pair, manually releasable means for locking saidcoupling member in one coupling position, and manually operable means,connected directly to the coupling member and adapted for free shiftingmovement therewith in the torque responsive shifting thereof, forshifting said coupling member from a non-coupled,

three coaxial rotatable torque transmitting members including a pair ofdriving members rotatable relative to each other, a coupling membercoupling member to the third of said torque trans- .mitting members andadapted, in response to transmission of torque therethrough in oppositedirections, to shift said coupling member respectively into couplingconnection with one or the other member of said pair of driving members,operator releasable means for locking said coupling member in the higherspeed coupling position, and operator controlled means for shifting saidcoupling member from a neutral position disposed adjacent the lowerspeed coupling position and remote from the higher speed couplingposition to said lower speed coupling position, said last means beingadapted for free shitting movement with said coupling member in thetorque responsive shifting thereof.

10. In a synchronizing clutch, in combination with three coaxialrotatable torque transmitting members including a pair of drivingmembers rotatable relative to each other and each having a set of clutchteeth, means for selectively coupling either of said driving members tothe third of said members constituting the driven member, said meanscomprising a clutch member having teeth adapted to be coupledselectively to either of said sets of clutch teeth, means drivinglyconnecting said clutch member to said driven member and adapted, undertorque transmitted therethrough in one direction, to move said clutchmember into couple with one of said sets of teeth and in response totorque transmitted therethrough in the other direction to move theclutch member into couple with the other set of teeth, a pair of sets ofratchet pawls each adapted to be placed in operative registry with a setof clutch teeth toward which said clutch member is being moved torqueresponsively as the clutch member disengages the other set of clutchteeth, and upon a reversal of the direction of relative rotation betweenthe driven member and said driving member toward which the clutch memberis moving, to engage 'said set of clutch teeth with which it isregistered, to arrest said relative rotation, to position the teeth ofsaid clutch member for coupling with the adjacent set of clutch teeth,and to restore the transmission of torque through said connecting meansfor moving said clutch member into coupling engagement with saidadjacent set of clutch teeth, operator releasable means forautomatically locking said clutch element in its higher ratio couplingposition, and operator controlled means for shifting said clutch memberfrom a neutral, non-torque responsive position to the lower ratiocoupling position from which it may move torque responsively, saidneutral position being disposed adjacent said lower speed position andremote from the higher speed position, and said ratchet teeth beingadapted to permit the coupling member to move through the lower speedposition in passing from the neutral position to the higher speedposition.

11. In a coupling device, a pair of coupling members, one rotatablerelative to the other, adapted for positive coupling connection witheach other, at least one of said coupling members being shiftable toeffect said connection, torque responsive means for shifting saidshiftable cou-- pling member into and out of said connection in responseto torque transmitted therethrough in opposite directions, operatorreleasable means aaeaeer for automatically locking said coupling memberin said connection, comprising a locking element mounted in saidcoupling member, a locking collar for controlling said locking element,said collar encircling said coupling element and axially shiftablerelative thereto, means biasing said collar toward a fixed position,said biasing means being yieldable to permit said collar to move oneither side of said fixed position, and operator energized means forshifting said collar against the resistance of said biasing means.

12. A coupling device as defined in claim 11 in combination with anengine throttle control and connections from said control to saidlocking collar adapted to move said collar in one direction uponcomplete retraction of said control in throttle closing direction and tomove said collar comprising a pair of locking bolts mounted in in theopposite direction in response to movement of said control to the limitof its possible movement in throttle opening direction.

13. In a positive coupling, in combination with a pair of relativelyrotatable members, a coupling member adapted for positive couplingconnection with one member of said pair of members, a drive memberconnecting said coupling member to the other member of said pair ofmembers, said drive member having an axially shiftable drivingconnection with said other member and a torque responsive drivingconnection with said coupling member adapted in response to thetransmission of torque therethrough in opposite directions, to shiftsaid coupling member into and out of said coupling connection, means foryieldably latching said drive member to said other member in either oftwo axially spaced positions in one of which said coupling member iscarried in a non-torque responsive position and in the other of whichsaid coupling member may shift torque responsively.

14. A positive coupling as defined in claim 13, including operatorreleasable means for automatically locking said coupling member to saiddrive member in either coupled or uncoupled relation to said one member.

15. A positive coupling as defined in claim 13, including operatorreleasable means for automatically locking said coupling member to saiddrive member in either coupled or uncoupled relation to said one memberand operator controlled means, connected directly to said couplingmember, for shifting the latter and with it said drive member, from saidnon-torque responsive position to said torque .responsive position.

16. In a positive coupling, in combination with a pair of members, onerotatable relative to the other. and a third member rotatable relativeto axially spaced positions in said coupling member for radial shiftingmovement, and a recess in said third member in which either of saidbolts is adapted to make locking engagement, a locking collar encirclingsaid coupling member and adapted to move oneor the other of said boltsinto said recess depending upon the axial position of said clutchmember, means biasing said locking collar toward a fixed, centeredposition, said biasing means being yieldable to permit said lockingcollar to move a limited distance on either side of said centeredposition, and operator con trolled means for shifting said collaragainst the resistance of said biasing means.

HAROLD E. CARNAGUA.

CLIFFORD L. SWIFT.

REFERENCES CITED UNITED STATES PATENTS Number Name Date 1,379,891Aichele May 31, 1921 1,719,881 Farmer July 9, 1929 1,862,188 Legge June7, 1932 2,072,058 Ranen Feb. 23, 1937 2,110,964 Ridgeway Mar. 15, 19382,202,271 Sinclair et al. May 28, 1940 2,208,674 Jessen July 23, 19402,224,322 Sinclair Dec. 10, 1940 2,232,090 Anderson Feb. 18, 19412,245,017 Sinclair June 10, 1941 2,248,133 Snow July 8, 1941 2,258,475Sinclair Oct. 7, 1941 2,320,757 Sinclairet al June 1, 1943 2,322,479Schyolin June 22, 1943 2,335,255 Banker Nov. 30, 1943 2,371,564 WempMar. 13, 1945 FOREIGN PATENTS Number V Country Date 86,613 SwitzerlandMay 19, 1919 321,186 Italy Sept. 26, 1943

